briggs



I. BRIGGS.

AUTOMATIC RAILWAY GATE. M'Pucmon FILED OCT. t8 less.

Patented Mg. 145, 223.3%;

3 SHEETS SHEzI I 5 M? J H V t a w i W 7, W

l. BRIGGS.

AUTOMA'HC RAILWAY GATE.

APPLICATION FILED OCT. 1a. 1915.

1334,5194, 1 Patented Aug. 15, 1916.

3 SHEETS-SHEET 3.

UNITED STATES PATENT OFFICE.

JAY BRIGGS, OF HOOPESTON, ILLINOIS, ASSIGNOR OF ONE-HALF TO WALTER T. GUNN, OF HOOPESTON. ILLINOIS.

AUTOMATIC RAILWAY-GATE.

Specification of Letters Patent.

Patented Aug. 15. 1916.

To 1/7,] whom it l'I/f/j/ orm; r]:

lle it known that l. JAY llnioo a citizen of the lnited States. residing at l'loopeston. in the county of V rmilion and State of Illinois. have invented certain new and use ful Improvements in Automatic Railwav Gates, of which the followin; is a specification.

Prior to my invention. the ordinary practice with relation to railway gates has been to provide a pair of arms. one upon each side of,tlie track or series of traclts. the pair being: so connected together that they may be raised and lowered from a single point by an operator or a switclinian by means of a crank and intermediate gearing. In other forms of apparatus two pairs of arms are provided mounted respectively on opposite sides of the crossing to be protected and projecting when lowered toward each other and substantially meeting in the center of the cros ing. The objections to liand-operated gates are many and obvious and numerous attempts have been made to devise an automatic system for operating the gates controlled by the approach of a train. For this purpose electrical means have been proposed. the circuit of which is closed as the train reaches a predetermined poiiit in advance of the crossing and gates, to lower the gates as or before the train reaches the crossing. and the connections of which are so changed as to raise or open the gates when the train is passing or has passed the crossing. The objections to the systems heretofore proposed have been either that they were not adapted to take care of the many varied situations which arise in connection with railroad crossings of this character, or that they are too complicated for practical use or both. Itis necessary not only that the gates shall lower when the train approaches upon the track in the usual direction of trafiic and rise when the train passes. but that it shall rise in case the train backs out on the entering end. It is also necessary that the gate be lowered if the train enters in a direction opposite to that of normal traflic and rise as the train leave either in the direction opposite to the normal. or in the usual direction. Another situation which must be taken care of is when a train approaches the crossing and the engine uncouples from the cars before the crossing is reached and proceeds without the car or with less than all of them. in this i-ient the gate should fall as much at the apgooarh ot the train and should rise after the en down. and should again close or o lt n a he engine again return to c uple n to the tin. The problem of operating' irate; electrically to fulfil these and otln-r con ditions is further complicated by the fact that the rails. which must be used in part to control the operation of the electrical devices which operate the gates. generally form part of a block signal system in whi h the current is normally maintained in the rails and connected apparatus. but is hunted from the signal apparatus by the train when it enters the section. It is obvious th in order to maintain the signal system iii do pentlablc condition no electric tension must be put across the rails which would either injure the signiling apparatus or cause the signal devices to go to safety when the train is in the section. and it also essential that the signal current shall not be sliort' ircuited except when a train is in the section. The requirement :t these various sitnations above enumerated under the conditions described. con'iplicate the problem of an automatic gate to a great extent and the difficulty is further enhanced by the necessity of providing for two and often for three pairs of rails or tra ks.

In the system which forms the subjectinatter of the present application. all these different conditions and contingencies are taken care of in a comparatively simple manner and with a minimum amount of ap paratus and wiring.

The noielty of my improved system consists mainly in the system of wiring as will presently appear.

In the following specification I have de scribed the invention as applied to a single crossing. but it will be understood that a similar system and apparatus may be in stalled at each crossing desired. Where there is but a single pair of rails at a crossing. a single pair of arms is preferably provided located res 'iectively on opposite sides of the track and connected to the same operating motor. which is located in a suitable housing at one side of the tra ks. The arm upon the same side as the motor is geared thereto and the arm upon the opposite side is connected by a suitable shaft crossing beneath the tracks and gearin The motor is of a reversing type, either shunt, series, or a combination shunt or series wound the field being constant and the direction of the current through the armature reversed in orderuto change the direction of rotation, 1nd so alternately raise and lower the gate. Motors of this character are common and well known, and are provided with pole .changing switches to reverse the current through the armature. In my improved construction the pole changing switch is preferably operated from the gate which reverses the connections of the switch at each operation of the gate. A suitable form of pole changing switch is illustrated in the drawings accompanying this specification and described in the latter. In o der to operate the gate down the required period before the train reaches the crossing at suitable distances on opposite sides of the latter a section of one, of the rails is insulated and by-passed by a connection to maintain the signaling system uninterrupted, and connections are made across the track including the insulated rail for completing the circuit to the pole changing switch and tl e motor forlowering the gates when a train is upon the insulated section. Preferably a pilot rclay operated by a local low voltage battery circuit is employed to control the access of current to the pole changing switch terminals for operating the gate down. Directly at the crossing anotherrail section is insulated and by-passed for the signaling system and connections formed across the track such that when completed by the passage of a train the motor is operated to raise the gate.

In the accompanying drawings I have illustrated and in the following specification described my preferred form of railway gate apparatus, and system of wiring for operating the same. It is to be understood, however. that the specific disclosure is for the purpose of excmplification only and that the scope of the invention is defined in the following claims, in which I have endeavored to distinguish it from the prior art so far as known to me without, however, relinquishing or abandoning any portion or feature thereof.

Referring now to the drawing, Figure 1 is a side elevation partly in section df a ailway gate such as is employed in conneciion with my invention applied to. a railway crossing; Fig. :2 a vertical section on the line 2--2 of Fig, 1; Fig. 3 a face view of the pole rlnciging switcn cniploycd in con- .Hcction therewith; Fig. 1 an elevation at r ght angles thereto; and Fig. 5 a diagram showing the connections of the pole changing switch, motor, wiring, circuits, etc. of my system.

The same reference character is applied to each part wherever it is shown in the several views.

Referring now more particularly to the mechanical construction of the gate and operating means as shown in Figs. 1 and 2, it will be noted that it is in the main substantially similar to that of the railway gate shown in my Patent No. 1,134,584, granted to me April 6, 1915, but in view of a number of minor changes over the disclosure of the patent, I will briefly describe the construction before passing to the fea tures with which my invention is more immediately concerned.

Three pairs of rails, a, b, c, are indicated in the drawing and two pairs of arms or gates (Z and d, and c and e, which pairs of arms in the construction shown are respectively operated by independent motors, one of which is incloscd in each casing f and f and controlled by an entirely distinct and separate system of wiring, switches, etc., from that which operates the other. ()no system of wiring is controlled by the passage of trains upon one of the outside tracks, as for example. track a and the other independent systcm is controlled by the passage of trains upon track c, and track I) is so. connected to one of the wiring systems, as for example, that pertaining to track 0, that the arms controlled b the latter track are also controlled by trac 11.

Since the construction of the gatev operating mechanism upon opposite sides of the trackway is identical, but one pf them has been shown with the casing in section to show the interior thereof and but one will be described, it being understood that the description applies equally to the other. Each housing f and f carries one gate of each pair and these two gates are mounted upon stub shaftsgvhich are independently rotatable but are preferably coaxial as shown. The shaft of the gate 0' carries on its inner end a sprocket 8 which is connected by a chain 9 with a sprocket upon the end of a tubular shaft 10. Said shaft is mounted in bearings 11 in a tubular conduit'extending beneath the trackway and carries at its opposite end a second sprocket which is connected by a chain 12 with a sprocket upon the shaft 13 of the arm or gate c. Obviously by this construction the gates are raised and lowered together. The gate a is mounted for oscillation upon a shaft 14 which is mounted in suitable bearings 15, 16, within the casing and driven by a suitable electric motor 17.

Any suitable means may becmploycd for connecting the motor to the shaft of the arm (1 for oscillating the latter but preferably the shaft cf the motor armature 18 is ex- Ian tended and formed with a worm which meshes with a worm gear 19 upon a shaft 20 arranged at right angles to the motor arma turc shaft and carrying a small spur gear 21 which meshes with a rack quadrant 2'2 firmly secured to the shaft of the arm a. It will thus be seen that when the motor is rotated, through the medium of the worm. worm wheel, gear and quadrant rack described. the arm d is oscillated. Upon the inner end of the shaft 14 of arm (1 is mounted a sprocket wheel which is connected by sprocket chain 23 with a sprocket upon the end of shaft 24 which is journaled in and extends through the hollow shaft 10 referred to heretofore and bears upon its other end a sprocket which receives sprocket chain 25. The latter engages a sprocket upon the shaft 26 of arm (Z corresponding in every respect to the sprocket upon the shaft of arm 6'. Thus the arms (5 and a" are operated up and down in unison and the all: 0 and e are similarly operated up and down in unison by mechanism identi al in e ry respect with that described.

Below the operating mechanism are preferably stored the batteries 27. 38 which may be of any suitable type. cither stoiage or primary adapted to furnish the necessary current and voltage. llach casing also contains the pole L-hanging switch by which the dircctiou of the current through the armature is reversed. This switch in so our strut-ted and located with reference in the quadrant upon the shaft of the gate as to bethrown thereby to its opposite position, but for convenience this construction will be described later after. the functions and connections of the pole-changing switch have been describedv Referring now to Fig. showing in dia gram the preferred wiring and,connections of the motor and switch. the armature of the motor is indi ated at 5 and the field winding at :31. the latter being in shunt to the former as will presently appear. The pohchanging switch is indicated in diagram at .72. as on'iprising two sets of three stationary contacts each. and a reciprocable mcml'icr having two sets of three contacts each adapted to engage the respective sets of stationary contacts according to the position of said mcmber. One terminal of the battery i for operating the motor is connected through certain relays and wiring, to be presently described. when the gate is to hc lowered to stationary contact 53, and when thc gate is to be raised'by other relays and wiring to stationary contact 54. each of these contacts being at the proper time and alternately to the same sidc'of the. battery. The other terminal of the battery for operating the motor is permanently connected through the lead 35 to movable contact member 50 of the pole changing switch at 56*,

and also by a branch connection 57 to the field winding 51 of the motor. The other terminal of the field winding is connected by wire 58 to the quadruple contact element of the movable member of the switch. The upper contacts 60, 61 of the element 59 are adapted to form connection with the source of current by contact with thestationary contacts 53 and at respectively. and the lower branch contacts 62, 63, of the quadruple contact element cooperate with the stationary contacts (34, 65 respectively, for the purpose of changing the direction of the current through the armature. The double contact element 59 engages at its ends 66 and 67, the stationary contacts 68 and (it) respectively. contact 68 being connected to contact 65 referred to above by wire 73 and contact 69 to Contact 64 by wire 70. Contacts 65 and 69 are connected to the respective ends of the armature circuit by wires 71 and 72. Contact elements 56 and 59 move in unison but. are insulated from each other.

It will now be clear that when the mova le member of the pole changing switch is in the position shown in the diagam, and contact- 53 is connected to the battery, the course of the current to the armature is from contact 53 through contact 60, element 59, and contacts 02. (3t, through wire 70 to contact or through wire 71 to armature 50, thence by wire 72 to contact (35, thence by wire 73 to contact (38. contact element .36, wire it and lead 55 to battery. lVhen the pole changing switch is in the opposite po- 100 .-.ition. to the right in the diagram, and contact 5i connected to battery, the course of the current through the armature is from contact .34 through contact (31, element 59 and contact 63, to contact 65. thence by wire T2 to the armature, thence by wire 71 to contact (It), thence by contact (37 and element 56 to wire Ti and lead 55 to battery. As heretofoi'c stated the connection through the lead .35 to the battery is constant but the connection from the other terminal to the battery is made at or 5 by a system of relays and wiring to be later described, according as conditions demand the lowering or raising of the gate. As the pole changing switch is correspomlingly located by the previous movement of the gate the operation of the latter immediately follows.

Before proceeding with the description of the system by which current is lbd to the set of contacts of the pole changing switch for lowering and raising the gate respectively, I shall first describe the preferred mechani- -al construction of the pole changing switch and the means by which it is operated.

Referring now to Figs. 3 and 4, a suitable plate backing or support of insulating material is shown at 7.) on which are secured by screws 7 rectangular blocks of insulating material 77, v uitably spaced apart for a purpose which will appear. Upon each of these blocks is mounted a set of the contact terminals 53, 64, 68, and 54, 5 and (39 respectively, which have heretofore been described with respect to the diagram. The actual construction of these contacts as shown in Figs. 3 and i is as follows: A metal casting 78 is formed with a socket 79and a flange 80 formed with openings for screwing the casting to the block and insulating material above described. The upper and lower east ings are similar to each other and screw to the upper and lower faces of the insulating block respectively, and the intermediate casting is secured to the outer face of the insulating block as at 81. Carbon contacts 82 are received into the sockets 79 of the castings and yieldingly maintained in their outer position by springs 83. Transverse rods 81 are tightly secured in the carbon contacts and extend through slots 85 in the 'all of the sockets and serve both to limit the movement of the contacts and as convenient means for attaching the coiled wires 80 by which connection is made from the carbon contacts to the terminal connecting screw 87 by which also the leads to the several contacts are secured. Both sets of contacts are identical in the respects described. As heretofore stated the sets of contacts are secured at suitable distances apart and each insulating block is perforated at 88, 89, the pairs of perforations registering with each other for the purpose of receiving and guiding rods 90, 91, on which the movable element ofthe switch is mounted. The movable member likewise carries two sets of three contacts each adapted to engage respectively the contacts of the stationary sets. It comprises a casting 59 in which are formed two pairs of oppositely facing sockcts receiving respectively the carbon contact point 60, 62, 61 and 63, so that these four contacts are all in electrical connection. The contacts 66, 67, are mounted in a separate metal casting 56, which is insulated from but attached to the casting 59 in any suitable manner. The wire 58 is attached to casting 59 by screw 92, and wire '74 to casting 56 by screw 93. The operation and connections of the contacts have been described and shown in connection with the diagram and the wiring is omitted from Fig. 3 for the sake of clearness. Means are provided to be presently described, to positively shift the movable member into engagement with the respective stationary sets of contacts and in order to avoid accidental displacement of the movable member, the upper rod 91 upon which it is mounted, is notched at each end as at 91 to receive the edges of springs 91.

which resist and prevent accidental move, ment of the rods and movable member, but yield to the intentional operation of the device. In order o shift the movable member of the pole changing switch from one set of contacts to the other, an arm 91 is pivoted to the supporting plate at 95 and extends loosely between the bolts in the movable member whereby the swing of the arm throws the movable switch member into one position or the other, according to the direction of the movement of the arm.

In order to move the arm suitable mechanical connection is made with the pivoted arm or gate so that the downward movement of the latter throws the arm and the movable member of the switch to the right, in which position the current is delivered to the armature in such a sense or direction as to revolve the same to raise the gate, and the upward swing of the gate moves the switch in the opposite direction to supply the armature of the motor with current in such a direction as to cause the gate to be fed downward.

The preferred construction for operating the switch is as follows: A pair of rods 96, 97, is mounted in brackets 98, 99, on the backing and adapted to reciprocate freely therethroiwh. Intermediate the ends of the rods a blocl; 99 is secured thereto and is connected by the spring 100 with the arms 9-1 above described. \V hen the bars 96, 97, and the block 99 carried thereby are reciprocated from one side to the other of the pivotal point of the arm 9-1, after the spring has passed such point, it serves to throw the arm to its extreme position in that direction, or until stopped by the brackets 98, 99. In addition to the block heretofore described, the rods carry at their opposite ends stops or abutments 101 adjustably secured thereto, which are adapted to be engaged respectively by a stud 102 upon the sector of the pivoted gate or arm as the latter approaches' its extreme positions. It will now be seen that when the gate is lowered the stud on the sector engages the stop 101 to the right in the figure, and drives the block 99 to the .right, thereby similarly throwing the arm 94 and switch, and when the gate is raised the opposite stop 101 is engaged by the stud and the slide 99 is thrown to the left carrying the arm 94 and the switch in the same direction. Thus when the gate completes its upward movement it shifts the. pole changing switch to the down position in which it 1s adapted to supply the motor with current to lower the g:-, e and when it completes its downward movement it shifts the switch to the up position.

7 It will be understood that even when the pole changing switch is in position to supply current to either raise or lower the gate, the action does not take place unless and until the propencircuits have been complcted or closed at other points of the sys tcm dependent upon the movement of tratiic upon the rails.

The connect ban for completing the respective circuits througa the pole changing switch and motor will now be described in connection \2 ith the diatl'l'zllir shown in Fig. 5. Said diagram 4 mm two outside tracks. a, c and an intermediate track I). the outside tracks being respectively intended for traffic going 111 opposite directions and the center track being a passing track for clearing the outside tracks. While I lune shown the three tracks I have indicated only the wiring and apparatus for controlling the gates with respect to one of the outside tracks and the central or passing track. It will be understood. however, that an identical arrangement is employed with respect to the other outside track for operating the other pair of gates but. without connections for the central track.

In addition to the gate operating mechanisin and in connection therewith I have shown and will describe wiring for operatiug a bell to indicate the approach of a train to the crossing though there is nothing new in the bell system per se but only in conjuno' tion with the other features of thesystem.

The crossing is indicated by the broken lines A, A. It is of course necessary that the gate be lowered and be in position before a train reaches the crossing. Therefore I have provided upon cach'side of the crossing and at such distance therefrom that the gate may be completely lowered a sutiicient interval of time before the train reaches the crossing. the terminals of a circuit which is completed by the passage of a train and energizes a relay. which in. turn energizes a second relay controlling the transmission of electricity to that set of stationary contacts of the pole 40 changer. which are identified with the downward movement of the gate. I provide at the crossing the contacts of another circuit adapted to be closed by the passing of a train. which circuit contains a relay for com .pleting a circuit through the up" side of the pole changing switch. that side which. supplies the current to the .motor in --uch a sense as to rotate the latter and raise the gate. v

Q) connection is made from one terminal of llit power battery 103 to the pole changing s it h and the field winding of the motor by the lead 55, as stated above. The connect n from the other terminal of the batni lei-v -lo the switch is controlled jointly by ins lot. 105 and 106. Each of these rel l controls an armature having a series of witches: or movable members connected iUHl which are indicated diagrammatiloofy in the drawing simply a pivoted bars l etc., controlling various circuits.

llchy 1 1 energized when a train appc ache from the left as shown in the drawin; a ll] rh" rornml dir ctn-n of the trafiic 5 an relay 105 is en cciwl when a train approachcs from the right or against the normal direction of tratlic. and each of these relays when energized closes the. circuit to the "down" side of the pole changing switch. Relay 101' however. is energized whenever a 7 train reaches the cro ing from either direction and closes [lic circuit to raise the gate. .\ll this will be la-tter understood in connection with the detailed description of the apparatus and connections.

In order to install my automatic gate operating system without interfering with the signal system, at each point of control I in sulate a section 109. 110 and 111 from one of the rails and connect said section to the opposite rail in a circuit comprising a relay 112. 100. (referred to above) and 113, and low voltage batteries 111. 115 and 110. The relay 112 is energized when a train enters upon section 100 and completes the circuit and its armature 117 is ttracted to close a circuit comprising continuous line wire 118, wire 110. battery 120. wire 120, the main winding of relay 101. wire 121 and section wire 122. The completion of this circuit by the armature 117 of' relay 112 therefore energizes relay 10-1. causing it to attract its armature and raise the switches controlled thereby. to their upper contacts. One of these switches. to wit. switch 123. closes the circuit from the battery 103 through wire 121. said switch, wires 125, 120. switch 127 and wire 128 to the "down side of the pole changing switch at .73. \Ve have seen that whenever the gate rises it operates the niovable member of the pole changing switch into engagement with the "down side" of said switch. so that when the circuit from the battery to said "down side" of the switch is closed as just described. the current finds a down path to the armature to revolve the same in a direction to lower the gate.

\Yere no provision made for maintaining the power circuit closed as just described, as soon as the train passed oi?" the rail section 100 deenergizing the relay 112. the circuit of relay 101 would open and permit the switch 123 to open the down circuit. perhaps before the gate was completely lowered. I therefore provide means for maintaining a sufficient current through the relay 104 to maintain its -rmature up until the train passes the cro sing. but insufficient to raise the armature from its lower position. For this purpose I provide a secondary winding on the relay 101 which together with battery '11-? is connected across the rails adjacent the crossing by wires 129. 130. 131. 132. 132 and 15 The armature being in its attracted position is maintained there by the relatively feeble current of battery 115 which is of such low -voltage as not to interfere with the signaling system. This circuit it will he noted is closed by a train at any point on the tra k with hi h it is oul c t- 130 ed, but the strength of current is diminished with the recession of the train from the crossing until it becomes too feeble to maintain the armature. The voltage resistance.

etc., are so related however that the armature is held until the train passes beyond the insulated section 109 or 111 as the case may be.

It is to be remembered that with the downward movement of the gate the movable member of the pole chan'ging switch is shifted into contact with the stationary contacts identified with the up movement of the gate; but the up circuit is open at relay until the train reaches the crossing. and consequently the gate remains down. \Vhen the crossing is reached the relay 100 is energized, attracting its armature and operating the switch 127 to break the down circuit and the switch 133 to complete the up circuit. The current for energizing relay 106 is derived from battery 115 and tlows through wires 132, 132" and 158 to the undi ided track, thence through the train to in sulated rail section 110. thence by wire 1231, switch 135 and wir 130, to relay 100, and thence by wires 137 and 1311 to battery 115. As heretofore stated the cnergization of relay 100 breaks the down circuit at 127 and also, completes the up circuit at 1233. The power current then flows from battery 103 through wires 188 and 13%", switch 133. wires 139 and to the iip' side of the pole changing switch at 51. The latter having been previously closed upon the up side by the shifting of the movable member by the gate as the latter was lowered, the motor is now operated in the reverse direction and raises the gate. which in its upward movement again shifts the mo\ able element of the pole changing switch ba k to the down" position. No downward movement. of the. gate results at this time however notwitlr standing that the armature of 101 is still up for the reason that the down circuit is held open at switch 127 by the relay 100. As soon as the train has passed completely oll' the insulated section 110, the above described energizing circuit of relay 1013 is of course broken, which would permit the armature of said relay and the switches 133 and 127 to fall away, thereby opening the up circuit at switch 1213 perhaps before the gate is en tircly raised and closing the down circuit at switch 127, were it not for the fact that relay 100 is still energized by the battery 1 15 through a second circuit which is as follows: From battery 115, through wires 12%;, 1011. switch 107 which is still maintained in its upper position by the relay 101 as above pointed out, wires 170. 171. switch 172. wires 173. 171, 175. switch 170, wire 1230, relay 100, and wire 137 to battery. Thus the relay 100 is energized and its switch maintained in the raised position until the circuit just described is broken by the release of switch 107 by relay 101. As a consequence the up circuit is maintained closed and consequently the down circuit open until the train has passed beyond the point where it influences the relay 101, when said relay and relay 101' are deenergized and the parts restored to their original position. As heretofore stated the track is provided beyond the crossiiw. that is to say. upon the leaving side thereof, with another insulated rail section 111. pilot relay 113, battery 11(3 and circuit to be closed by the passage of a train, similar to the. installation upon the approaching side of the crossing for closing a somewhat similar cir cuit by means of the switch 11:2 through relay 105 somewhat similar in its connections and functions to relay 101. At the time. however, that the train receding from the crossing passes insulated rail section 111, the down circuit is still n'iaintained open at 1'27 by the relay 106 so that the energization of relay 105 efi ects no operation of the gate. \Vhen. however, for any reason a train approaches the crossing against the normal direction of tratlic as it reaches the rail section 111 it operates relay 1'13, and a circuit is closed through the switch 112 of said relay. from battery 120, through wires 115), 11. and 111, said switch wire 11(3. section wire 117, wire 118. the main winding of relay 105. wires 119, 1:20 to battery 120. Relay 105 which is similar to relay 101 now attracts its armature, raising the switches controlled thereby including switch 227, thereby completing a circuit from the power battery 103, through wires 13S and 15:2. switch 227, Wire 153, wire 120. switch 127, wire 128, to the down side of the pole changing switch. The gate is then operated down reversing the pole changing switch. \Vhen the train reaches the crossing the relay 106 does not act as when the train is moving in the direction of normal traflic because the armature of the relay 105 has raised switch 135, and it is now maintained in the upper position, or caused to stick by the passage of a feeble current through a secondary winding of said relay, and hence the circuit through the relay 106 is broken at 135. 1

The circuit through the. secondary coil of relay 105 is derived from battery 115 through the following path: \Vires 131, 130 :1 ad 151, the secondary coil of relay 105. wire 155, track section 150, the train running gear. track 157 and wires 158. 132 and 13 Thus the energization of relay 100 is prevented during the passage of the train over the insulating rail section 110 at the crossing, and the gate remains down until the train passes out at the normal entering end Vith the lowering of the gate the ole changing switch has in the meantime changed as usual to the up position. As the train passes out beyond the pointwhere it affects said secondary circuit, the resistance of the circuit through the secondary of the relay increases to such an extent that the latter drops its armature thus opening the down circuit at switch '227. At the same time the dropping of switch 160 closes an up circuit through the motor as follows: From battery 103. through wire 1524, switch 123, wire 161, switch 160, wire 162, wire 110, througl'r the pole changing switch and motor and back to battery through the common connection T he pole changing switch in the meantime having been shifted to the up position by the action of the gate, the latter is now raised, shifting the pole changing switch to the down position and so breaking the circuit. The system is thus restored to its original condition ready to lower the gates before the passage of the next train.

In case a train enters the field of the gate operating system coming in the normal direction of traffic inside or beyond the insulated track section 109, but fails to pass the crossing and backs out over the entering end. the folowing takes place: The relay 104 is energized by the connections described above and the pole changing switch being in the down position the gate is lowered. The relay 104 having attracted its armature, the latter will stick or be maintained in closed position as long as the train is near enough to maintain the current in the cir cuit of the secondary winding of relay 10%. previously described and comprising hattery 115, wires 132, 158. continuous rail 1-37, sectional rail 156, wire 129, the secondary winding of relay 101, wires 130 and 131. Thus the down circuit remains closed as long as the train is between the insulated rail section 10! and the crossing, except it is broken by the d scent of the gate which shifts the poie changing switch to the up position. \Vhen the train backs out. however, the resistance of the secondary circuit of relay 104 is so increased that it ultimately drops its armature and switches controlled thereby including switch 123. thereby breaking the down" circuit at this switch. This closes a circuit through the pole changing switch in the up position and the motor as. follows: From hatter 103, through wire 12%. switch 123, wire 1 31. switch 160. wire 1132 to the pole changing switch and motor and hence back by the common connection 5.") to battery. or in other words, through the same connections by which the arm is raised when. a train enters in a direction opposite to that of normal traffic and passes out of the normal entering end. The gate restores the pole changing switch to down position and the system is restored to normal condition.

If the train enters from the direction opposite that of normal tratlic but does not pass the crossing and backs out, the following takes place: The connections for lowering, the gate are made precisely as it the train passed completely through the field of the gate operating system. relay il bein energized and closing a down circuit through the switch 227. The circuit through the secondary winding of relay 107i heretofore described maintains the armature and switches identified with said relay in the upper positionas long as the t ainis sufficiently near as before described. When. however, the train backs out in the normal direction of traffic, the current through the secondary coil is enfecbold until the relay drops its armature and the associated switches. The up" circuit heretofore described as formed when none of the relays is energized is thus completed from the hattery 103 through wire 121, switch 123, wire 124. switch 160, wire 102, wire 110, to the pole changing switch and motor and back to battery. Thus the gate is operated up and the parts restored to normal position.

'henever a train enters the track in the normal direction of trafiic and the engine cuts off from the main part of the train leaving the latter standing on the insulated rail section 109, or between the same and the crossing. and proceeds past the crossingthe operation is as follows: The gate is lowered and maintained in lowered position as usual when the train enters the field of the gate operating system until the engine. l1fl\'lil;[ cut off from the cars. reaches the insulated rail of the crossing. Then, the pole chang-- ing switch having been shifted to the up position as usual. the engine closing the or cuit heretofore described. through relay loo, raises the gate. The pole changing switch is thus shiftcd to the down position but the gate is not operated down at this time even though the switches controlled by the relay 104 are maintained in the upper or at tracted position because of the presence of the cars which maintains a current in the secondary winding thereof. This is true because the relay 10G energized by the battery 115 and the second circuit heretofore described by reason of the presence of the cars maintains the down circuit open at the switch 1'17. If the engine now returns and couples on to the rear end of the train and t: litS the train out of the field of the gate operating system. the following takes place: .\s the en ine passes the insulated track section 11 relay 11 and consequently relay 10.1 are energized as above described. This closes the previously described down operating circuit from battery 103 through wires 1% and 152. switch wires 153 and 12b. switch 1'27. wire 12%. to the pole changing switch. which is then in the down position and the motor so that the gate is again closed or lowered. The previously described circuit through the secondary winding of the Cir r the down side relay 105, maintains the armature of the latter in a. raised position so long as the train is within the field of the gate operating system. Therefore, whcn'the engine reaches the 'insulated section at the crossing, relay 106,

the circuit of which is maintained open at switch 135 by relay 105, is not energized and therefore the gate is not raised until the engine has again coupled onto the train and the train passed beyond the insulated section 111, at which time the relays are all deenergized, and an up circuit is formed from battery 103, through wire 124, switch 123, wire 101, switch 160. wire 1G2, wire 140 to the pole changing switch and motor. The gate is thereby raised, again shifting the pole changing switch to the down position, so that the parts are all in normal position.

The above description relates only to a single track and the connections for operating the crossing gate properly with relation to the trafiic thereon. As heretofore stated, the identical arrangement including a second pair of gate arms may be duplicated with reference to the second track, the arms of both gates being located outside both tracks as is common. \Vhere a third or pass ing track is employed the requirements are somewhat different from those which obtain in connection with the main tracks because there is no signal system interference with which mustbe guarded against. For this passing track therefore the pilot relays are operated on a normally closed circuit. Low voltage batteries 263. 204 are connected across the rails of the passing track. a suitable distance from the crossing at opposite sides thereof. and the rails electrically divided and insulated substantially at the crossing as at 181 and 182. A pair of interlocking relays 1207 of well known construction are provided which are connected across the rails respectively upon opposite sides of the point of insulation by wires 200. 270. .271, 272. so that each relay completes the circuit of the battery which is located on the same side of the insulation therewith and is normally energized thereby. The armatures of these relays control a circuit through the primary winding of the. relay 101. The

switches 273, 274, 275, 270 are normally maintained in their upper position by the magnets of the relays. When. however, a. train sutliciently closely approaches the connections of battery 203 it short circuits the corresponding relay 267 which permits its armature to drop. Thus a circuit is thereby closed including the battery 120 wires 177, 178. switches .270. 274. wires 170. 180 and 121. relay 104, wire 120 to battery.

The cnergization of relay 101 operates as heretofore described to close a circuit from battery 103 through the switches 123. etc.. to of the pole changing switch so that the gate is lowered. At the same time relay 207 locks out relay 208 so that when the latter is decncrgized by the train passing beyond the insulated points 181, 182 at the crossing, the switches controlled thereby drop to an intermediate position only and not to the lower position whereby contact would be made at 183. Therefore when the train on this passing track passes beyond the point at which it materially short-circuits battery 264, the re lay 267 being again energized opens the circuit through the relay 101, thus decnergizing the latter which thereupon drops its ar mature and switches controlled thereby, thus closing the up circuit as previously described, and the gate in the meantime having shifted the pole changing switch to the up position the gate is again raised. In like manner if a train approaches on the passing track from the other direction the relay 268 is first deenergizcd and locks out relay 267, dropping the switche 2275, 270 and thus closing a circuit including battery 1'20, wires 177, 181, switches 275, 273, wires 180, 180, 121, relay 101, wire 120 to battery. Relay 10-1- being thus energized attracts its armature closing. the down" circuit as heretofore described so that the gate is op erated down. Because of the comparative simplicity of the problem by reason of the fact that there is no signaling system upon this intermediate or passing track and because of the rare moven'ient of trains upon this track, the above system is sutl'icient to provide for the proper operation of the gate with relation to any traliic upon this track.

In connection with the above described automatic gate operating means I employ a warning signal at the crossing which indicates the approach of a train before it reaches the latter point. A bell 187 is located adjacent the crossing and connected for operation by the battery 120 through a circuit comprising wires 120, 180 normally open switch 100, wire 101. the magnetic coil of the bell, wire 102 and wire 110. Switch 100 is controlled by the relay magnet 1023 which is included in a circuit comprising battery 12;0, wires'llt), 118, 10-1, a normally open switch 10.3, wires 106. 197, 108, the winding of saul magnetic relay, wires 10%), iso and 120 and said battery 120. Relay 195 is controlled from the track with which it is identified in the usual manner by a battery and electro magnetic device in a normally closed circuit. It will be obvious that when the switch 195 is closed by the entry of a train on the track with which it is identified the switch 190 is closed by relay 193 thus ringing the bell at the crossing.

It will be understood that many changes may be made in the construction and connections of the gate and its operating means without departing from my invention.

Thus, for example, for the swinging gate specifically shown, a reciprocating gate either raised and lowered or moved horizontally mightbe substituted; the circuits for initiatingthe operation of the device might be; closed directly by the train without the interposition of the pilot relays; other forms of reversing .motor than that described mightbe used, .ea 'g.,.t'he field current might be reversed instead of the armature current, the armature and field might be in series insteadof in multiple, et cetera in-its broader aspect the invention is independent of the particular form of means employed for the reversing of the motor and the described circu-itsfor supplying the current to the pole changing switch ai d inotor; many other changes will suggest themselves to those skilled. in the relates.

.Iclaim:

1. An. automatic. gate for railway crossing comprising a gate proper, a motor for oper ating the gate .in opposite directions, a switch, for reversing the motor having two 'sets of stationary contacts and a movable Contact member, means for moving said contact niember alternate ly'into engagement with ztivegstationary sets of contacts a. source"of, current, a connection from the l of currentfto one side of said switch cbinl' risingarelayfenergized by a train on the track at somedistance from the crossing, l lllt(,tlOnS f10111 the source of current to. th'e other side-ofthe 'swltch comprising arts to which this --invention,

' a relay energiied by a; train on the track sub stiintially a-t'the crossing.

" A'gate for railway crossings comprising g te propergand a reversing motor for opening and losing the same, a source of current, a w tch having two of stationary contacts and a movable member hav .ing contacts to engage the stationary contacts,1meaus to shift the movablc'member alternately into engagement with the -respective se s of contacts, connections from the contacts to the motor and to the source of current such that when the. movable member of the-switch engages one set of contacts current'fimvs to, the motor in a direction to operate the same to closcthe gate and when the movable member engages'the other set of contacts current flows to the motor in a direction to rotate tb'csame in the opposite direction to open the gate, a relay control-- ling the connections to the first said set of stationary. contacts-energized by a circuit opening and closing the same, a source of current, a switch having two sets of stationary contacts and a 11' o\"able member having contacts to engage the stationary contacts, means to shift the movablemember alternately into engagement with the respective sets of contacts, connections an the contacts to the motor and to the scare-c of. current such that when the movable member of the switch engages one set of contacts current flows to the motor in a direction to opera tethe same to close the gate and whenvthe movable member engages the the 0ther.set of stationary contacts energized by circuit closed by a train onthe track -adJacent said crossing. 1

4. A railway gate comprising a. gate ,proper and a reversing motor for opening and closing the same, a ,sw tch having two ,other set of contacts-current flows to the operative positions in one of which current is supplied to the motor to operate it in one direction and i n the other of which positions current is supplied to the motor to op erate it in the other direct-Ion an electric system including relays adapted to be'energized by the presei'ice, of a train on the track at some distance from the gate: proper to;

closing the same and to be energized by the presence of a train at a'nearer point to the. gate to open the same. I

r 5. An automatic gate tor railway crossings comprising agate proper, a reversible motor "for opening and closing the sam -a pole,-

changing switch connected to the motor for supplying it with current tooperate 1t 1 n op posite directions. comprismg two sets of stationary contacts and a movable member also carrying contacts adapted and arranged when the member is In engagement with one, set of contacts to supply current to the motor to drive it in one direction and when the member is in engagement with the other set of contacts to drive the motor in the other direction,' said member being 7 shifted with each operation of the gate, a

source of current for operating the motor,

connections from said sourceof current to the respective sets of stationary contacts and means controlling said connections operated by the approach of a trairi'for closing the gate and by the nearer approach of a train to the crossing for closingconnections to open the gate.

6, An automatic gate for railway crossings comprising a gate proper, a reversible motor for opening and closing the gate, a

-tion from said source of current to theswitch when the latter is in one position to supply current to the motor in-one direction and a relay closing a connection to said switch when the latter is in its other position for snppl '-in} current to the motor to operate the-same in the other direction.

7. .\.n automatic gate for railway crossings comprising agate proper, a reversible motor tor opening and closing the gate, a source of electric energy for-said motor, a pole changing switch comprisingstationary contacts and a movable member adapted in one. position to engage one set of stationary contacts aiiil in another position to engage another set of stationary contacts, one of the contacts of each set being connected to the source of electrical energy, a relay control- 1 ling the connections to one of said sets and controlled by a train for supplying current to the motor to operate ltili one direction, and a relay controlling the connection to the other said contacts and controlled bya train to supply current to operat'e the motor in the other direction. I

S.' An automatic gatefor'railway cross ings comprising a gate proper, a reversible motor for opening and closing the gate, a source of current for operating said motor, a pole changing switch having a pair of statioi'iary contacts ((llifltttflltfl the source of current through different paths respectively, and a movable member adapted when in engagement with one of said contacts to supply the current in one direction to the motor and when in engagement withthe other contact to supply current in the other direction to said motor, the connection from said sourciof current to one of said contacts being controlled by a relay controlled by a train on'the track, and the connections.from

the ()tll tl of Silhlt'fllitzittb to the source of current being likewise controlled by a relay controlled by a train .on the track.

9. -\n automatic gate for railway crossiiigs comprising a gate proper, a reversible motor for opening and closing the gate. a

source of current for actuating the motor, a

pole changing switch having a pair of stationary contacts each connected with the source or current and a movable element adapted to engage said contacts alternately, and adaptcd and arranged when in engagement with one set of contacts to supply current to the motor for operating the gate ither position to supply' down and when ii engagement with the lltlltl'lbli said contacts to supply a current to the motor f r operating the gate up, a relay controlling the connections tothe contacts for operatingt-hegate down energized by a train on the track at some distance. from the crossing, and a relay controlling the connections of the contacts for pperating the gate up controlled by a train at a nearer point to the crossing. 1 l(l. An automatic gate for railway cross ings comprising a gate proper inov'able in opposit? directions with relation to the crossing, a reversible electric motorfor moving said gate, a source of electrical energy for supplying said motoi-,a'pole changing switch comprising a "pair of stationary contacts. electrical connectionsfroin each of said contacts to the same pole of said source of electrical energy, said pole changing switch also comprising a movable member connected to the other pole of the same source of electrical energy and adapted to engage said contacts alternately, means for actuating said movable member in opposite directions,- connections from said movable member and stationary contacts to the motor other direction, a relay controlling the connections from one of said contacts to the source of energy and controlled by a train ,upon the rails. at a filistance' froni the crossing and a relay controllingthe connections from .the other of said contacts to the. source of energy; and controlled-by a train 'at' the crossing. i

11. An automatic gate: for railway crossings comprising a gate proper movable in opposite directions with relation to the crossing. a roveisi'ble elettric motor for moving said gate, a source :of electrical energy for supplying said motor, a pole, changing switch comprising a pair of stationary 'contacts, electrical connections from each :of said contacts to the same pole of said source of electrical energy, said pole-changing switch alsocomprising a movable member connected to "the, other pole of the same source of electrical energy,-and' adapted to engage said terminals alternately, means for 'actua'ting said movable member in opposite l u tacts the motor will receive current to turn it in one direction and when the movable member is in engagement with the other set of contacts the motor will receive electrical energy to turn it in the other direction, the

connections between one of said contacts and the source of energy being normally opr a relay euergr/uailj by a tram upon the rails at a distance, from the'crossing to close said ronnections and a relay controlling the connections from the other of said contacts t the source of energy and operated by a train at the crossing.

12. An automatic gate for railway crossings: coml'irisiug a gate proper movable in opposite, directions with relation to the cross lug. a reversible ele tric motor for moving id gate, a source of electrical energy for --upplyiug said motor. a pole changing switch comprising a pair of stationary con liH'tS. electrical r-omiectirims from each of said contacts to the same pole of said source of electrical energy, said pole-changing switch also comprising a movable member connected to the other pole of the same ()ll]"'t! of electrical energy and adapted to engage said terminals alternately. means for actuating said movable member in opposite directions, connections from said movable member and stationary contacts to the motor such that when the movable member is in engagement with one set of stationary contacts the motor will receive current to turn it in one direction and When the movable member is in engagement with the other set of contacts the motor will receive electrical energy to turn it in the other direction, the conaections from one of said contacts to the source of energy being normally open, a relay energized by the presence of tratlic on the rails at a distance from the crossing to close said connections and a second relay energized by a train at the crossing acting to open said connections.

13. An automatic gate for railway crossings comprising a gate proper movable in opposite d' actions with relation to the crossing, a reversible electric motor for moving said gate, a source of electrical energy for supplying said motor. a pole changing so itch comprising a pair of stationary contacts. electrical connections from each of said contacts to the same pole of said source of electrical energy, said pole changing switch also comprising a movable member connected to the other pole of the same. source of electrical energy and adapted to engage said terminals alternately, means for actuating said movable member in opposite directions, connections from said movable member and stationary 'contacts to the motor such that when the movable member is in engagement with one set of stationary contacts the motor will receive current to turn it in one direction, and when he movable member is in engagement with the other set of contacts the motor will rcccive electrical energy to turn it in the other direction, the connections from one of said contacts to the Source of electri'al energy being normally opcm a relay energized by a, train on the *ails at a distance from the cro sing to close said connections the connections between the other stationary contact a [1d the source of electrical energy being likewise normally open and a second relay enci d by a train at the crossing to close the last m ntioned electrical connection and open the lirst men tioncd set.

14-. An automatic gate for railway crossings comprising a gate proper movable. in opposite directions with relation to the crossing. a reversible electric motor for moving said gate, a source of elect ical energy for supplying said motor, a pole changing switch comprising a pair of stationary conta ts, electrical connections from each of said ontacts to the same pole of said source of electrical energy. said pole-changing switch also com 'irising a movable member connected to the other pole of the same source of electrical en rgy and adapted to engage said terminals alternately, means for actuating said movable member in opposite directions, connections from said movable member and stationary contacts to the motor such that when the movable member is in engagement with one set of stationary contacts the motor will receive current to turn it in one direction and when the. movable member is in engagement with the other set of contacts the motor will receive electrical energy to turn it in the other direction, one of said connections between the switch and the source of energy including a normally open switch (123), a, relay (104). the armature of which is operatively connected to the switch 123, said relay having a main and an auxiliary coil. the circuit of the primary coil being closed by a train on the rails at a distance from the crossing to cause said coil to attract its armature. and the circuit through the auxiliary oil of the relay being closed by a train on the rails at a point nearer the crossing, whereby the relay is energized sutliciently to cause ii to maintain its armature in closed position but not to cause it to close the armature.

l5. An automatic gate for railway crossings. comprising a gate proper movable, in opposite directions \\Itll relation to the crossin a, reversible electric motor for moving said gate. a source of electrical energy for supplying said motor, a pole changing switch comprising a pair of stationary contacts. both ccutacts having normally open electrical connections to the same pole of said source of electrical energy, said polo changing switch also comprising a movable member connected to the other pole of the :7 nne source of electrical energy and adapt d to engage MlhlTUlltnt'th alternately. means tor actuating the movable member, connections from said movable member and stationary contacts to the motor, such that when the movable member is in engagement with one set of stationary contacts the motor will receive current to turn it in one direction, and when the movable member is in engagement with the other set of stationary contacts the motor will receive electrical energy to turn it in the other direction, an insulated section in one' of the rails at a distance from the crossing, an electrical connection between the ends of the rails on opposite sides of said section, a relay energized by a train upon the insulated rail section to close the connections between one of said contacts and the source of electrical energy and a relay energized by a train at the crossing for closing the other said connections.

16. An automatic gate for, railway crossings, comprising a gate proper movable in opposite directions with relation to the crossing, a reversible electric motor for moving said gate, a source of electrical energy for supplying said motor, a pole-changing switch comprising a pair of stationary contacts, both contacts having normally open electrical connections to the same pole of said source of electrical energy, said polechanging switch also comprising a movable member connected to the other pole of the same source of electrical energy and adapt ed to engage said contacts alternately, means for actuating the movable member, connections from the movable member and stationary contacts to the motor, such that when the nu able member is in engagement with one set of stationary contacts the motor will receive current to turn it in one direction, and when the movable member is in engagement with the other set of stationary contacts the motor will receive electrical energy to turn it in the other direction, an insulated section in one of the rails at a distance from the crossing. an electric connection between the ends of the adjacent rails, a relay energized to attract its armature by a train at the insulated section to close one of said connections between the pole changing switch and the source of electrical energy and less strongly energized to maintain its armature in attracted position by a train on rails between the insulated section and the crossing.

. 17. An automatic gate for railway crossings, comprising a gate proper movable in opposite directions with relation to the crossing, a. reversible electric motor for moving said gate. a source of electrical energy for supplying said motor, a pole changing switch comprising a pair of stationary contacts, both contacts having normally open electrical connections to the same side of said source of electrical energy, said pole changing switch also comprising a movable member connected to the other side of the same source of electrical energy and adapted to engage said contacts alternately, means for actuating the movable member, connections from saidmovable member and stationary contacts to the motor, such that when the movable member is in engagement with one set of stationary contacts the motor will receive current to turn it in one direction, and when the movable member is in engagement with the other set of stationary contacts the motor will receive electrical energy to turn it in the other direction, an insulated section in one of the rails at a distance-from the crossing, a relay the armature of whichwhen attracted closes the connection between one of said contacts and the source of electrical energy, said relay having a main and an auxiliary coil, the main coil when energized being of sufiicient strength to attract the armature and being energized by a train on the rails at the insulated section and the auxiliary coil being connected across the uninsulated rail sections and adapted to maintain the armature in closed position when there is a train upon the rails adjacent said crossing and a relay controlling the connections from the other of said'contacts to the source of energy and operated by a train at the crossing.

18. An automatic gate for railway crossings, comprising a gate proper movable in opposite directions with relation to the crossing, a reversible electric motor for moving said gate, a source of electrical energy for supplying said motor, a pole changing switch con'iprising a pair of stationary con tacts, having electrical connections to the same side of said source of electrical energy, said pole changing switch also comprising a movable member connected to the other side of the same source of electrical energy and adapted to engage said contacts alternately, means for actuating the movable member. connections from said movable member and stationary contacts to the motor, such that when the mo able member is in engagement with one set of stationary contacts the motor will receive current to turn it in one dircction. and when the movable member is in engagement with the other set of stationary contacts the motor will receive electrical energy to turn it in the other direction, an insulated section in the rails at a distance from the crossing. an insulated section at the crossing, a relay energized by a train at the first insulated section to close a connection between one of the contacts and the source of electri -al energy and a relay energized by a train at the second said insulated se tion to close the connection between the other contact and the source of electrical energy.

1!). An automatic gate for railway crossings. comprising a gate proper movable in opposite directions with relation to the crossing. a reversible electric motor for moving said gate, a source of electrical energy for supplying said motor; a pole changing switch comprising a pair of stationary contacts. both contacts having normally open electrical connections to the same side of said source of electrical energy. said pole changing: switch also comprising! a movable m mber connected to the other side of the same source of electri al energy and adapted to engage said contacts alternately, means for actuating, the mova le member, connections from said Inoyahle member and stationary contacts to the motor. vsuch that when the movable member is in engagement with one set of stationary contacts the motor will receive current to turn it. in one direction. and when the movable memhcr is in engagement with the other ct ot' stationanv c ntacts the motor will receive ele trical energy to turn it in the other direction, an insulated section in the ta ls at a distance from the crossing. an insulated section at the crossing. a relay energized by a train at the first insulated section to close a connection between one ot' the contacts and the source of electrical energy' and a relay energized by a train at the second said insulated section to close the connection between the other contact and the source of electrical energy and more t'eehly energized by a train adjacent the corresponding relay to maintain its armature in closed position.

2t). An automatic gate for railway crossingrs comprising a gate proper movable in opposite directions with relation to the crow lllfl, a reversible electric motor for mov ing said gate. a sotlree of electri al energy for supplying said motor. a pole changing switch comprising a pair oi stationary cor tarts. both contacts liming normally open electrical c nnections to the same side of said source of electrical energy. said pole changing switch also comprising a n .n'ahlc member connected to the other side of the same sourciof electrical energy and adapted to eneae said contacts alternately: means for actuating the inmaihh' member. c nnection tron said nnual le member and sta-- ttonarv c ntacts. to the in tonsurh that vhen the nu Hilde member Is in engagement with one et wt stationary contacts the motor will receive current to turn it in one direction. and when the moi'ahle memher is in ngz'agw men? .Yiti the other set ol stationary contaei i the motor ill receiu electrical energy to turn it in the other direction. an insulated -e-tton in the rails at the cros ing. a relay a roii of which is in circuit with said insulated ection and the other rail, and enla ied hr a tf'ztltt at the iuaulated secti n to attract its :onmture. and other connections from the relay across the nninsitluted rails and cwtltlilir ltlfi a hatter adapted to maintain the armature of the relay in attraite osition s ong" a there is a train adjacent. the crossing:

21 An automatic gate for railway cross-- ings', a grate proper, a reversible motor m0v able in one direction to close the gate and in the other direction to open the gate, a pole changing" switch having a movable member and a pair of stationary contacts, connections: from one of said contacts to the motor to operate it to open the gate. connections from the other of said contacts to the motor to operate the latter in a direction to close the late. a source of current, a connection from the source of current to the gate closing contact comprising two switches 123, 12?. connections from the source of current to the grate opening contact comprising a switch 133, a relay 101 controlled by a train upon the rails at a distance from the crossinc operating when energized to close switch 1'23 and a relay 106 controlled by a train on the rails at the crossing to close switch 133 and open switch 127. I

22. An automatic gate for railway cros. ings, a gate proper, a reversible motor movable in one direction to close the gate and in the other direction to open the gate, a pole changing switch havinga movable member and a pair of stationary contacts, connect ons from one of said contacts to the motor to operate it to open the gate, connections: from the other of said conta s to operate the latter in a direction to Clftm: the. grate, an insulated section to!) in one of the rails at a distance from the crossing. a connection from the opening contact of the pole changing switch to the source of energy comprising a normally open s itch 123, a relay till the armatm'r o! which is conne ted to riaid switch and adapted to close the same, said relay ha\ inc a adapted to he ener e ized by a train at the insulated secti n, and an auxiliary coil connected across the uninsulated rails and adapted when encrtrim-d after the armature is in closed position to maintain it in such position. i

;;l., in an automatic railway gate and in combination with the gate proper thereof, a reversible motor for raisingl and lowering the gate a polechangingj switch. for rcrersint the motor comprisingcontacts 53 and 5t and a movable member for connecting said contacta respectively ith the motor to oprate it in opposite directions; a source of current. a connection from contact 53 to said source ttltllpl'lfillljl normally closed s\\iteh 1:27 and normally open switches 1:23 and 22? arranged in parallel and respectirely in series with normally closed switch 127. relay ltll adapted to close switch 123, insulated rail section 101), connections bct\ 'een said insulated rail section and relay ltll such that a train on said rail section energizes relay ltlli relay 10-? adapted to close swit h 227, insulated rail section 111 and connections tln-rel'rom to relay I l-1 such that. a train on said rail section energizes relay 1H5. relay nus adapted when energized to open switch 127. insulated rail section 110 and connections between said insulated rail section and relay such that the latter is energized when a train is present on insulated rail section lltl.

it. lr an automatic railway gate. and in ombination with the gate proper thereof. a reversible motor for raising and lowering the gate. pole-changing switch for reveriing the motor comprising contacts 515 and 5t aml a movable member for connecting said contacts respectively with the motor to operate it in opposite directions. a source of current. a connection from contact il to said source of current omprisingnormally closed switch 127. and a normally open switch 12; relay l-tll adapted to close switch 12! insulated rail section 109. connections between said insulated rail section and relay 104 such that a train on said rail section energizes relay ltlt. relay ltlti controlling switch 121', insulated ail section 11o. battery 115 and connections between said insulated rail section. relay and battery such that the relay is energized when a train is present on the insulated rail section to open switch 127. a second circuit including a battery aml a switch 107 controlled by relay 104 and ineluding a coil of relay lot; for maintaining the armature of relay let; in closed position after it has been attracted by the relay.

2.). In an automatic- 'ailway gate, and in combination with the gate proper thereof. a reversible. motor for raising and loweringthe gate, a pole-changing switch for reversing the motor comprising eontacts 5;; and 54 aml a movable member for connecting said contacts respectively with the motor to operate. it in opposite directions. a source of eurrent, a connection from contact 5 to said source of current comprising normally closed switch 1;: and normally open switches 1:22 and 22:57 arranged parallel to each other and respectively in series with the normally closed switch 1227. relay ltH adapted to close switch 12 insulated rail section 10 connections between said insulated rail section and relay 104 such that a train on said rail section energizes relay 104. relay 103 adapted to close switch :NT. insulated rail section 111 and connections there from to relay 105 such that a.train on said rail section energizes relay 1 53. relay loo. a circuit including insulated rail section 110 aml the coil ol' relay lt l adapted to be closed by a train on section 110 to energize said relay to attract its armature and open switch 127. and a second circuit adapted to energize relay 10c to maintain its armw ture in closed position comprising switch 107 controlled by relay UN and switch 172 controlled by relay 103.

.26. in an automati railway gate, and in eol'nbination with the gate proper thereot. a reversible motor for raising and lower ing the gate. a pole-changing switch for re- \'ersing the motorcomprising contacts l and 4 and a movable member for connect ing said contacts respectively with the motor to operate it in opposite directions. a source ot' current. a c nnection from contact 5 to said source of current compri ing normally closed switch l'ii'and n rmally open switches 1233 aml 2;? arranged parallel to each other and res wctively in series with the normally closed switch 127. relay I'll adapted to close switch 121). insulated rail section l lf connections between said insulated rail section and relay ltH such that a train on said rail section energizes relay li -l. relay li -v adapt;

ed to close switch 227. insulated rail v ection Ill and connections therefrom to relay 105 such that a train on said rail section energizes relay 11).). relay ltlti. a circuit including insulated rail section 110 and the coil of relay ltlti adapted to be closed by the presence of trallic on section 110 to energize said relay to attract its armature and open switch 127. aml a second circuit adapted to energize relay ltlt'v tomaintain its armature in closed position comprising switch 107 controlled by relay ltil. switch 17:! con" trolled by relay 10.3 and switch-li't$"con trolled by relay 10b. 7 y 27. In an automatic railway gate and in combination with the gate proper thereol'. a reversible motor for raisin; 'and lowering the gate. a pole-changing switch for re\' ersing the motor comprising contacts 53 and 514 and a movable member for connectingsaid contzu'ts respectively with the motor to operate it in opposite directions. a source of current. a connection from contact 5: to said source comprising normally open switches 1'5 and 227 arranged in parallel, relay llH adapted to close switch 123 when energized by a train upon the rails at a distance from the gate. relay 10.") adapted to close switch 227 when energized by a train on the rails at,a distance from the gate. a connection from contact 54 to the source of current con'iprising switches 1:11. and H30 and closed by said switches when unaffected by the relays 1 (H aml 105.

28. In an automatic railway gate and in combination with the gate proper thereof. a reversible 'motor for raising and lowering the gate. a pole-changing switch for revers ing the motor comprisingcontacts521 and 51. and a movable member for connecting said contacts respectively with the motor to 0perate it in opposite llire;tions.a sourceol'ciwrent. a connection l'rom ontact 53) to the sour e of current including a switch 123. a

relay ltll controlling said switch. a-pair of connected across the rails respectively at 0ppesite sides of the insulation, and each maintaining the interlocking relay upon the same ltlk! of the insulation normally energized, a pair of switches controlled by each interlocking relay. one of which is normally maintained cloeell and the other normally 111au1tain-'.- l open liy the relay. the normally open switch of one relay being connected to the nornial v closed switch of the other relay, and each connected pair of switches being! interposed in parallel to the other pair of connected switchea in a circuit including a coil of relay 104, whereby when through the .motor to operate the same to raise the gate when the movable member of the pole-changing Hfi'ltCll is 1n engagement with. said contact 51.

JAY BRIG i5 Vitnesses:

WALTER T. GUNN ROBERT DOBBERMAN. 

